A318/A319/A320/A321 Airbus: Ice and Rain Protection 30

Airbus
A318/A319/A320/A321
Differences to Rev.-ID: 1NOV2012
ATA 30
Author: PoL
For Training Purposes Only
ELTT Release: Aug. 29, 2013
Ice and Rain Protection
30−30 Probe Ice Protection

30−40 Windows and Windshields Anti Ice and Rain Protection
30−80 Ice Detection
EASA Part-66
B1/B2
A318-21_30_B12
Training Manual
For training purposes and internal use only.

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ICE AND RAIN PROTECTION A318/A319A320/A321
30
ATA 30 ICE AND RAIN PROTECTION

FOR TRAINING PURPOSES ONLY!
FRA US/T-5 PoL Mar 11, 2010 01|ATA_DOC Page 1

ICE AND RAIN PROTECTION SYSTEMS GENERAL DESCRIPTION

The ice and rain protection system lets the aircraft operate normally in ice
conditions or heavy rain.
For anti−icing, hot air or electrical heating protects critical areas of the aircraft.
The different subsystems of the ice and rain protection system are:
S wing ice protection,
S engine air intake ice protection,
S probe ice protection,
S windshield ice and rain protection,
S drain mast ice protection,
S ice detection system (optional),
S water and waste system ice protection (some are optional).
Ice protection is given by the use of hot air, or electrical power, to make the
necessary areas of the aircraft hot.
The areas that hot air supplies are:
S the leading edge of the slats 3, 4 and 5 on each wing,
S the engine air intakes.
The engine bleed air system (Ref. 36−11−00) supplies the hot air to the
anti−ice system.
The items with electrical heaters are:
S the cockpit windshield and side windows,
S the TAT (Total Air Temperature) probes,
S the Angle of Attack (alpha) probes,
S the Pitot and Static probes of the ADS (Air Data System),
S the waste−water drain−masts.
Rain is removed from the windshield with windshield wipers.
FRA US/O-7 KnB Feb 14, 2013 02|INTRO|L1 Page 2

Figure 1 System Introduction

FRA US/O-7 KnB Feb 14, 2013 02|INTRO|L1 Page 3
PROBE ICE PROTECTION
30−31
31−31 PROBE ICE PROTECTION

PROBE ICE PROTECTION SYSTEM INTRODUCTION
Ice protection of the Angle Of Attack (AOA) sensors, pitot probes, static ports,
and Total Air Temperature (TAT) probes is achieved by electrical heating.
In order to give reliable information to the air data systems, the air data probes
are heated automatically when at least one engine is running. The probes are
arranged in three channels related to the three air data systems:
S CAPT, F/O and STBY (Air Data/Inertial Reference Unit (ADIRU) 1, 2, 3).
The heating system for each channel is controlled by a Probe Heat Computer
(PHC) 1, 2, 3.
In the cockpit a PROBE/WINDOW HEAT P/BSW (normally in the AUTO
position) may be used to select the probe heating ON with the engines shut
down.
FRA US/T-5 PoL Mar 11, 2010 03|Probe Intro|L1 Page 4

30−31
Figure 2 Probe Ice Protection Introduction

FRA US/T-5 PoL Mar 11, 2010 03|Probe Intro|L1 Page 5
30−31
PROBE ICE PROTECTION DESCRIPTION

GENERAL
The static ports, Angle−Of−Attack (AOA), pitot and Total Air Temperature
(TAT) probes are electrically heated to prevent ice formation.
The CAPT, F/O and STBY systems are independent. Each one includes a
Probe Heat Computer (PHC), which controls probe and static ports heating.
As there are only 2 TAT probes, the first one is linked to CAPTS and the
second one on to the F/Os systems. PHC 3 is not linked to a TAT probe.
Control
The probes and static ports heating come on automatically when at least one
engine is running. It can also be manually activated by the PROBE/WINDOW
HEAT P/B.
On ground, pitot heating is reduced and TAT heating is cut off, the Landing
Gear Control and Interface Units (LGCIUs) control both.
The Probe Heating System is also switched ON automatically when the LGCIU
sends a FLIGHT signal.
Probe Heat Computer (PHC)

Heating monitoring and fault indication is given by the related PHC.
A probe or a sensor heating failure is sent to the ECAM via an Air Data/Inertial
Reference Unit (ADIRU) and the Flight Warning Computers (FWC).
The PHC also transmits fault messages to the Centralized Fault Display
Interface Unit (CFDIU).
FRA US/O-7 KnB Feb 14, 2013 04|PIP DESCR|L1 Page 6

30−31
Figure 3 Probe Ice Protection System

FRA US/O-7 KnB Feb 14, 2013 04|PIP DESCR|L1 Page 7
30−31
PROBE ICE PROTECTION ARCHITECTURE

Probe Ice Protection WARNING: IF YOU PULL THE PHC POWER SUPPLY C/B, THE RELATED
Electrical heating of the probes prevents ice accretion on the probes of the air PROBES AND STATIC PORTS WILL BE HEATED (FLIGHT
data system: POSITION).
S pitot probes, OIL LOW PRESSURE AND GROUND RELAYS ARE
ENERGIZED BY THE ENGINE INTERFACE UNIT(EIU) WHEN
S static probes,
THE RELATED ENGINE IS NOT RUNNING. IF YOU PULL THE
S angle of attack sensors, EIU POWER SUPPLY C/B, THE RELATED ENGINE OIL LOW
S TAT sensors. PRESSURE AND GROUND RELAYS ARE DEENERGIZED,
The TAT sensors are not heated on the ground. THIS WILL CAUSE RELATED PROBES AND STATIC PROBES
TO BE HEATED.
The ice protection system of the probes is arranged in three independent
channels (1, 2 and 3).
PHC (Probe Heat Computer)

The PHC controls and monitors heating of the probes given below:
S one pitot probe,
S one AOA sensor,
S two static probes,
S one TAT sensor.
There are three PHCs, one per probe channel:
S PHC 1,
S PHC 2,
S PHC 3 (channel 3 does not include the TAT sensor).
Interface
The ice protection system of the probes is associated with:

S the EIU (Engine Interface Unit) (Functional Interfaces),
S the shock absorbers of the landing gear,
S the CFDIU (Centralized Fault Display Interface Unit)
to control and select the heating mode of the probes.
FRA US/T-5 PoL Mar 11, 2010 05|PIP General|L2 Page 8

30−31
Figure 4 Probe Heat Computer

FRA US/T-5 PoL Mar 11, 2010 05|PIP General|L2 Page 9
PROE ICE PROTECTION
30−31
SYSTEM DESCRIPTION
PHC (Probe Heat Computer) Outputs
The PHCs are installed in the avionics compartment. The PHC generates 5 discrete outputs to the FWC (Flight Warning Computer)
The PHC controls and monitors heating of the probes given below: via the ADIRU (Air Data/Inertial Reference Unit):
S one pitot probe, S 1 for the indication of TAT sensor heating or not,
S two static probes, S 1 for the indication of the pitot probe heating fault,
S one AOA sensor, S 1 for the indication of the L static probe heating fault,
S one TAT sensor. S 1 for the indication of the R static probe heating fault,
The PHC identifies and memorizes the failures. S 1 for the indication of the AOA sensor heating fault,
There are three PHCs, one per probe channel: The PHC transmits one ARINC 429 low−speed data bus for fault message to
the CFDS.
S PHC 1,
S PHC 2,
S PHC 3 (Channel 3 does not include the TAT sensor).
The PHC is supplied with 28VDC. Three ports enable the PHC position to be
selected.
The PHC controls the heating of the probes and sensors according to
acquisition of discrete aircraft information. This function is achieved by a
hardware logic device independent of the software.
Inputs
The PHC acquires 10 discrete inputs of standard type (ground/open):
S 4 from the LGCIU (Landing Gear Control and Interface Unit), 2 ground/flight
information, and 2 from the LGCIU validity,
S 2 from the EIUs, engine running or not,
S 1 for the ON control,

S 1 from the CFDS for the maintenance test,
FRA US/O-7 KnB Feb 14, 2013 06|PIP SYS DESC|L2 Page 10
PROE ICE PROTECTION
30−31
A3
P/B NOT SELECTED
ENG1 NOT RUNNING

AND A/C ON GND
ENG2 NOT RUNNING

AND A/C ON GND
1
TEST
Figure 5 PHC - System Description

FRA US/O-7 KnB Feb 14, 2013 06|PIP SYS DESC|L2 Page 11
PROE ICE PROTECTION
30−31
COMPONENT DESCRIPTION
Pitot Probe
Power is applied to:
S the main portion of the detection tube of total pressure,
S the inner surface of the cavity located in the mast.
Power is supplied with 115 VAC nominal.
NOTE: Heating of the pitot tube is reduced on the ground.
The PHC automatically controls the changeover of the probe
heating level.
Static Probe
Power is applied to the periphery of the orifice.
Power is supplied with 28VDC nominal.
AOA Sensor
The AOA sensor is of the vane type.
Power is applied to the internal solid−state heaters of the vane.
Power is supplied with 115VAC nominal.
FRA US/O-7 KnB Feb 14, 2013 07|Pitot/AOA/Static|L3 Page 12

PROE ICE PROTECTION
30−31
PITOT TUBE AOA SENSOR
HEATING
ELEMENT
OF PALET
HEATING ELEMENT
B STATIC PROBE
B HEATING
ELEMENT
28V G A RESOLVER DAMPER
T
CASE
67W A BEARING HEATER
HOUSING
PITOT
B SHAFT
Figure 6 Pitot Tube, Static Probe and AOA Sensor

FRA US/O-7 KnB Feb 14, 2013 07|Pitot/AOA/Static|L3 Page 13
PROE ICE PROTECTION
30−31
TAT Sensor
Power is applied to the leading edge of the air inlet.
Power is supplied with 115VAC nominal.
Heating is cut off on the ground. The PHC automatically controls this
changeover.
NOTE: Heating is cut off on the ground.
The PHC automatically controls this changeover.
FRA US/T-5 PoL Mar 11, 2010 08|TAT|L3 Page 14

PROE ICE PROTECTION
30−31
PRINCIPLE OF OPERATION
AIR FLOW
AIR FLOW
HEATER
AIR EXIT
SENSING TO SIDE PORTS
ELEMENT
SENS
ING
ELE
PROBE MENT
HEATED HEATER VOLTAGE 115V WIRING DIAGRAM
60 140
AIRCRAFT SKIN
40 104
20 68
0 32
−20 −4
−40 −40
400 450 500 550 600 650
SENSING ELEMENT RESISTANCE OHMS

TEMPERATURE RESISTANCE GRAPH
Figure 7 TAT Sensor

FRA US/T-5 PoL Mar 11, 2010 08|TAT|L3 Page 15
PROE ICE PROTECTION
30−31
CONTROLS-FUNCTIONAL OPERATION
Operation
The conditions:
S ENG 1 RUNNING,
S or ENG 2 RUNNING,
S or PROBE/WINDOW HEAT pushbutton switch in ON configuration.
Cause heating of the probes given below:
S static probe,
S AOA sensor,
S pitot probe.
There are two heating levels for the pitot probe:
− on the ground: half−wave heating,
− in flight: full−wave heating,
S TAT sensor in flight.
Monitoring
The PHC monitors heating of the static probes, AOA sensor, pitot probes and
TAT sensor.
Current detection with a preset threshold is provided for monitoring purposes.
Low heating or overcurrent or heating loss or discrepancy between the ground
and flight information sent by the LGCIUs triggers a warning.
FRA US/O-7 KnB Feb 14, 2014 09|CTRLS|L3 Page 16

PROE ICE PROTECTION
30−31
NOTE:
EXTERNAL PWR ON
ENG.1&2 OFF 28V DC PHC SUPPLY
A3
AUTO
&
&
LGCIU 2 OPERATIVE
28V DC STATIC SUPPLY

115V AC AOA SUPPLY

115V AC PITOT SUPPLY
115V AC TAT SUPPLY
Figure 8 Operation/Control and Indicating

FRA US/O-7 KnB Feb 14, 2014 09|CTRLS|L3 Page 17
PROE ICE PROTECTION
30−31
SYSTEM OPERATION
Operation The PHC serves to:
The conditions: S identify the faulty element(s),
S ENG 1 RUNNING, S memorize the faulty element.
S or ENG 2 RUNNING,
Indication
S or PROBE/WINDOW HEAT pushbutton switch in ON configuration.
The PHC continuously emits signals via the ARINC 429 bus (low speed).
Cause heating of the probes given below:
A discrete output (one per probe) informs the ADIRU of associated probe
S static probe, channel of the heating fault.
S AOA sensor, Then, the ADIRU informs the FWC (Flight Warning Computer).
S pitot probe.
There are two heating levels for the pitot probe:
− on the ground: half−wave heating,
− in flight: full−wave heating,
S TAT sensor in flight.
Monitoring
The PHC monitors heating of the static probes, AOA sensor, pitot probes and
TAT sensor.
Current detection with a preset threshold is provided for monitoring purposes.
Low heating or overcurrent or heating loss or discrepancy between the ground
and flight information sent by the LGCIUs triggers a warning.
Monitoring of the TAT sensors is inhibited on the ground.
A monitoring system activates a warning when heating is incorrect. Warning is
triggered as follows:
S For pitot probe,

− in flight when the current I is lower than 0.9 A or greater than 6 A,
− on ground when the current I is lower than 0.4 A or greater than 4 A.
S For TAT sensor,
− When the current I is lower than 0.8 A or greater than 4 A.
S For AOA sensor,
− When the current I is lower than 0.12 A or greater than 5 A.
S For L and R static probes,
− when the current is lower than 1.3 A or greater than 4 A.
FRA US/T-5 PoL Mar 11, 2010 10|SYS OPS|L3 Page 18

PROE ICE PROTECTION
30−31
SYSTEM
OFF
SYSTEM
ON
FLIGHT
GROUND
TAT
Figure 9 Operation/Control and Indicating

FRA US/T-5 PoL Mar 11, 2010 10|SYS OPS|L3 Page 19
PROE ICE PROTECTION
30−31
SYSTEM WARNINGS OPERATION

SINGLE PROBE FAILURE
If a static port or a probe heating is faulty, an aural warning sounds and the
MASTER CAUTION messages come on. The failure is shown amber on the
EWD. The same warnings are triggered in case of fault of the following probes
and static ports:
S CAPT: L(R) STATic, AOA (Angle−Of−Attack) and TAT (Total Air
Temperature),
S F/O: PITOT, L(R) STAT, AOA and TAT,
S STBY: PITOT, L (R) STAT, AOA.
NOTE: The related PHC (Probe Heat Computer) triggers warnings
through its associated ADIRU (Air Data/Inertial Reference Unit).
PROBE HEAT COMPUTER FAILURE
If a PHC is faulty, an aural warning sounds and the MASTER CAUTION
messages come on. The failure is shown amber on the EWD. The same
warnings are triggered in case of failure of:
S PHC 2: F/O PROBES,
S PHC 3: STBY PROBES.
DOUBLE PITOT PROBE FAILURE
If two Pitot probes heating are faulty, an aural warning sounds and the
EWD. The same warnings are triggered in case of fault of the following Pitot
probes:
S CAPT + F/O PITOT,
S CAPT + STBY PITOT,

S F/O + STBY PITOT.
ALL PITOT PROBES FAILURE

If all the Pitot probes heating is faulty, an aural warning sounds and the
EWD.
FRA US/T-5 PoL Mar 11, 2010 11|PIP WARN|L3 Page 20

PROE ICE PROTECTION
30−31
LAST ENG SHUT ON

1500 Ft
2ND ENG T.O PWR
800 Ft
1ST ENG STARTED
TOUCH DOWN
5MM AFTER
ELEC PWR
LIFT OFF
80 Kts
80 Kts
1 2 3 4 5 6 7 8 9 10
FLIGHT
E/WD FAILURE MESAGE AURAL MASTER SD PAGE LOCAL
PHASE
WARNING LIGHT CALLED WARNINGS
INHIBIT
ANTI ICE CAPT (F/O) PITOT
ANTI ICE CAPT (F/O) L (R) STAT
ANTI ICE CAPT (F/O) AOA
ANTI ICE CAPT (F/O) TAT
FAILURE OF THE CORRESPONDING PROBE HEATING
3, 4, 5,
ANTI ICE STBY PITOT 7, 8
ANTI ICE STBY L (R) STAT
ANTI ICE STBY AOA
MASTER
FAILURE OF THE CORRESPONDING PROBE HEATING
SC NIL NIL
CAUT
ANTI ICE CAPT (F/O) (STBY) PROBES

FAILURE OF PROBE HEAT CHANNEL / COMPUTER
ANTI ICE CAPT + F/O PITOT

ANTI ICE CAPT + STBY PITOT
ANTI ICE F/O + STBY PITOT
FAILURE OF THE CORRESPONDING PITOT PROBE HEATING 4, 5, 8
ANTI ICE ALL PITOT
FAILURE OF CAPT, F/O AND STBY PITOT PROBE HEATING
Figure 10 Probe Heating ECAM Messages

FRA US/T-5 PoL Mar 11, 2010 11|PIP WARN|L3 Page 21
WINDSHIELD ANTI-ICING & DEFOGGING
30−42
30−42 WINDSHIELD ANTI-ICING AND DEFOGGING

GENERAL DESCRIPTION
The anti−icing and defogging system of the windshield keeps a clear visibility
through the windshield and windows in icing or foggy conditions.
This objective is achieved by electrical heating of the windshield and windows.
SLIDING AND FIXED SIDE WINDOWS
The system is automatically started at engine start−up. - DEFOGGING
A pushbutton switch also controls operation of the system (pushbutton switch
in ON configuration), when the aircraft is on ground with engines off.
The system is made up of two independent sub−systems, left and right.
Each sub−system controls heating of the windshield and windows located on
the same side with respect to the aircraft centerline.
Each sub−system includes:
WINDSHIELD
S one windshield - ANTI-ICING
S two windows: - RAIN
PROTECTION
− one sliding and one fixed (aft)
S one WHC (Window Heat Computer)
In each sub−system, the windshield temperature regulation and the window
temperature regulation are independent.
Figure 11 Cockpit Windows
FRA US/T-5 PoL Mar 11, 2010 12|Windows Intro|L1 Page 22

30−42
Figure 12 Window Anti-Icing and Defogging Introduction

FRA US/T-5 PoL Mar 11, 2010 12|Windows Intro|L1 Page 23
30−42
CONTROL AND INDICATION

Monitoring
The faults of the heating system of each window are shown on the upper
ECAM (Electronic Centralized Aircraft Monitoring) display unit.
In case of a window heat failure the WHC automatically stops heating of the
affected window.
The WHC serves to:
S identify the faulty component(s)
S store the fault(s) in a memory which is not erased after supply cut−off
Indicating
Two discrete outputs (one for the windshield, one for the two windows) inform
the SDAC (System Data Acquisition Concentrator) of a heating fault.
The SDAC transmits this information to the FWC (Flight Warning Computer).
Maintenance Test
The WHC continuously emits failure status via the ARINC 429 bus.
A signal from the CFDIU permits to check the correct operation of the system
and of the related safety features.
The ground/flight transition deletes the memory.
The WHC has a Type 2 BITE system.
Leading Particulars
S A loss of 28 Volt supply is indicated as a failure.
S The WHC includes electromagnetic power contactors.
S The WHC also incorporates protections against overvoltages due to

lightning strike and to static electricity on the windows.
S The power outputs are protected against short circuits.
S The test function is inhibited in flight.
FRA US/T-5 PoL Mar 11, 2010 13| Control & Ind|L1 Page 24
30−42
CAUTION: IF YOU HAVE TO PULL THE EIU POWER SUPPLY C/BS, THE RELATED ENGINE OIL LOW PRESS AND
GND RLYS ARE DE−ENERGIZED, THIS WILL CAUSE WINDSHIELD AND WINDOWS TO BE HEATED.
A3
Figure 13 Controls and Indication

FRA US/T-5 PoL Mar 11, 2010 13| Control & Ind|L1 Page 25
30−42
WINDSHIELD FUNCTIONAL OPERATION

General Interface
Two temperature sensors (or optionally three depending on the windshield part The windshield anti−icing and defogging system is related to the systems given
number) are installed inside each windshield (one sensor active, the other(s) below:
spare). S the EIU (Engine Interface Unit) to ensure the heating control,
Two temperature sensors (one is in spare, which can be used permanently if S the landing gear shock−absorbers to ensure the selection of the heating
the first one fails) are installed in each of the fixed and sliding side windows. mode (for the windshield,
The regulation threshold of the WHC is between 35 and 42 deg.C S the CFDIU (Centralized Fault Display Interface Unit),
The temperature is monitored by the in−service sensor. S the SDAC (System Data Acquisition Concentrator).
Windshield
Two heating power levels are available for the windshield:
S 23 W/dm2 on the ground,
S 70 W/dm2 in flight only (not allowed on the ground).
A 200 VAC/400 Hz line delivers these power outputs on the ground and in
flight.
Sliding-/Fixed Window
One heating power level only is available for the windows: 15 W/dm2 on the
ground as well as in flight.
A 115 VAC/400 Hz line delivers this power output.
Extreme Temperature Detection

Detection of window extreme temperatures or failure of associated temperature
sensor causes:
S activation of a warning in the cockpit,
S automatic cut off of the heating of the defective window.

These extreme temperatures are given below:
S +60 deg.C (140 deg.F): corresponds to an overheat or to the sensor in open
circuit
S −60 deg.C (−76 deg.F): corresponds to the sensor in short circuit.
NOTE: A (lighted) icing indicator is installed on the outer face of the
windshield post to indicate the presence of ice.
FRA US/T-5 PoL Mar 11, 2010 14|WINAI System|L3 Page 26

30−42
A3
200VAC
115VAC
115VAC
Figure 14 WHC Detailed System Schematic

FRA US/T-5 PoL Mar 11, 2010 14|WINAI System|L3 Page 27
30−42
WINDOW HEAT COMPUTER (WHC)

The WHC provides the functions given below:
S temperature regulation,
S monitoring,
S safety.
There are two WHCs:
S one for the right side identified WHC2,
S one for the left side identified WHC1.
The regulation nominal is to between 35 and 42 deg.C (95 and 107.60 deg.F)
for each window.
The regulation minimum range which includes tolerances is to between 30 and
38 deg.C (86 and 100.40 deg.F).
The temperature sensor cuts off heating when the temperature is plus or minus
60 deg.C (140 deg.F).
The WHC provides two heating levels for the windshield:
S high level in flight,
S low level on the ground.
Low/high level ratio is 1/3.
FRA US/T-5 PoL Mar 11, 2010 15|WHC|L3 Page 28

30−42
TEMPERATURE
C
NORMAL
VALUES
+ 60 C HIGH TEMPERATURE LIMIT
+ 48 C
+ 47 C + 48 C
NORMAL WINDSHIELD WINDOWS
CONTROL MAX MAX
RANGE CONTROL CONTROL
+ 35 C RANGE RANGE
+ 31 C
+ 30 C
WINDOW WINDOW
HEAT HEAT
COMPUTER COMPUTER
1 2
- 60 C LOW TEMPERATURE LIMIT
Figure 15 Window Heat Computer

FRA US/T-5 PoL Mar 11, 2010 15|WHC|L3 Page 29
30−42
WINDSHIELD/WINDOWS HEATING TROUBLESHOOTING

L+R WINDSHIELD
If both windshield heatings are faulty, an aural warning sound, the MASTER
CAUTion comes on. The failure is shown amber on the EWD.
L(R) WINDSHIELD
If either windshield heating is faulty, an aural warning sounds, the MASTER
CAUT comes on. The failure is shown amber on the EWD.
The detection of extreme temperature or failure of the associated sensor
causes:
S warning activation,
S automatic cut−off of the windshield heating.
L(R) WINDOW
If either the sliding window or the fixed window heating is faulty, the failure is
shown amber on the EWD. The detection of extreme temperature or failure of
the associated sensor causes:
S warning activation,
S automatic cut−off of the related window heating.
1(2) WHC
If there is a lost of one WHC, the failure is not shown on the EWD. In case of
an WHC 1 fault the indication is ANTI ICE L WINDSHIELD &
ANTI ICE L WINDOW
FRA US/T-5 PoL Mar 11, 2010 16|WINAI Warn|L3 Page 30

30−42
LAST ENG SHUT ON

1500 Ft
2ND ENG T.O PWR
800 Ft
1ST ENG STARTED
TOUCH DOWN
5MM AFTER
ELEC PWR
LIFT OFF
80 Kts
80 Kts
1 2 3 4 5 6 7 8 9 10
FLIGHT
PHASE
INHIBIT
ANTI ICE L (R) WINDSHIELD

FAILURE OF LEFT OR RIGHT WINDSHIELD HEATING
MASTER
SC
CAUT
ANTI ICE L + R WINDSHIELD NIL NIL 3, 4, 5,
FAILURE OF BOTH WINDSHIELD HEATING 7, 8
ANTI ICE L (R) WINDOW

FAILURE OF LEFT OR RIGHT SLIDE OR FIXED
NIL NIL
WINDOW HEATING
NOTE: THERE IS NO DEDICATED MESSAGE IN CASE OF A WHC FAULT!
Figure 16 Window Heating ECAM Messages

FRA US/T-5 PoL Mar 11, 2010 16|WINAI Warn|L3 Page 31
PROBE & WINDOW HEAT SYSTEM
30−30/40
COMPONENT LOCATION
FAULT FAULT FAULT
ON ON ON ON
CAPT SIDE
SHOWN
Figure 17 Ice & Rain Protection System Controls

FRA US/T-5 PoL Mar 11, 2010 17|COMP LOC|L1 Page 32
PROBE & WINDOW HEAT SYSTEM
30−30/40
WHC1, PHC1, PHC3
PHC2, WHC2
Figure 18 WHC & PHC Location

FRA US/T-5 PoL Mar 11, 2010 17|COMP LOC|L1 Page 33
WINDSHIELD RAIN PROTECTION
30−45
30−45 WINDSHIELD RAIN PROTECTION

INTRODUCTION
WIPER SYSTEM PRESENTATION
Rain removal from the windshield is ensured by two independent wipers
powered by DC motors. The wiper system is designed to work efficiently up to
200 knots.
Each wiper is controlled by a rotary selector located on the overhead panel.
”SLOW” or ”FAST” speed can be selected. The selector switch can be
optionally equipped with an ”INTerMiTtent” position. During intermittent
operation, the DC motor is assisted by a timer.
When the selector is set to ”OFF”, the wiper stops in the parking position and is
lifted off the aircraft structure, at the bottom part of the windshield.
Do not operate the wipers on a dry windshield.
RAIN REMOVAL
Rain removal from the windshield is done by two independent wipers and by a
rain repellent system in heavy rain. The wipers operate independently. The rain
repellent is discharged onto the left or right windshield from a pressurized
canister installed at the rear of the cockpit.
FRA US/O-7 KnB Feb 14, 2013 18|Rain Prot|L1 Page 34

30−45
RAIN REPELLENT CANISTER

OVERHEAD CONTROL
AND INDICATION PANEL (21 & 22VU)
Figure 19 Wiper and Rain Repellent System

FRA US/O-7 KnB Feb 14, 2013 18|Rain Prot|L1 Page 35
30−45
WIPER SYSTEM DESCRIPTION

Two totally independent sub−systems are provided:
S CAPT sub−system (left windshield),
S F/O sub−system (right windshield).
a two−speed electric motor serves to operate each arm/blade assembly.
Each sub−system ensures that clear vision is maintained through the
windshield during all rain conditions and during the following flight phases:
S taxi,
S takeoff,
S approach,
S landing.
Control switches located on the overhead panel are provided for each wiper to
select the wiper speed:
S slow operation (SLOW position),
S fast operation (FAST position),
S stop (OFF position) in a parking position of the arm/blade assembly.
FRA US/T-5 PoL Mar 11, 2010 19|Wiper Sys|L1 Page 36

30−45
A A
OVERHEAD PANEL
B
B
Figure 20 Wiper System

FRA US/T-5 PoL Mar 11, 2010 19|Wiper Sys|L1 Page 37
30−45
WIPER SYSTEM-COMPONENT DESCRIPTION

Motor converter Control Switch
The motor and converter form a single assembly. The WIPER control switch located on the overhead panel (panels 21VU and
The motor is provided with a thermal protection which protects the mechanical 22VU) incorporates a quick−break device which enables electrical switching in
and electrical components of the system. the following positions:
The motor converter assembly provides the sweeping angles defined on the S OFF: parking and stop position,
referenced figure, via the wiper arm/blade assembly. S SLOW: slow speed,
The motor converter serves to obtain the parking position of the wiper arm S FAST: fast speed.
when the WIPER control switch is placed in the OFF position.
Parking position and liftoff device
The converter changes the rotary motion of the motor into an oscillatory motion
of the wiper arm (alternate sweeping). When the wiper system is selected OFF, the arm/blade assembly stops in the
parking position; in this position, the arm is lifted off with respect to the aircraft
The motor leading particulars are:
structure, at the windshield lower part (parking position).
S direct current,
The liftoff device avoids any risk of collecting dust, sand or other abrasive
S permanent magnet, particles which could cause windshield damage upon next operation of the
S two rotation speeds (slow/fast) for sweeping, wipers.
S one slow speed, inverted rotation, for the parking position,
Sweeping pressure
It is possible, even on aircraft, to replace the motor from the assembly without,
The pressure of the wiper arm−blade assembly is adjustable within the range of
mechanical damage to the motor/converter junction.
pressures corresponding to forces between 2 daN (4.4961 lbf) and 5.5 daN
Capt and F/O wiper arms (12.3644 lbf); these are applied to the center of the blade perpendicular to the
windshield plane.
Each rigid arm serves to adjust the parking position angle (lower position) to
plus or minus 1 deg. by the use of a splined bushing between the converter Within these limits, there is no degradation of the system performance.
output shaft and the arm. In all the utilization conditions (normal or abnormal operation of the wiper
The arm/blade junction is rigid enough to maintain the blade/arm angle system), rupture of one or several parts of this system will not result in damage
constant in all the utilization cases. to the aircraft structure or the engines.
The pressure of the arm on the windshield is adjustable. If, due to wiper system failure, the wiper arm stops away from the stop position
(impossible to return the arm to the stop position), the flight can continue in all
The arm is coated with a dull−black anti−reflective paint.
safety without any speed restriction
Blade
Speed
The form of the blade is designed to ensure even sweeping of the windshield in
The wiper system operates efficiently without adverse effect on its performance
all the utilization conditions; the tolerances of the blade pressure adjustment
up to corrected speeds, Vc, of 200 kts.
must be observed.
Operation of the wiper system is even possible for speeds between 200 and
It is possible to replace the blade without removing the arm.
250 kts. In such a case, the wiper arm can be placed in the parking position.
When the wiper system is in operation, the blade should in no case overlap
onto the metal frame of the windshield.3).
FRA US/T-5 PoL Mar 11, 2010 20|Wiper Desc|L3 Page 38

30−45
304DM 4.5 daN

305DM
A WIPER BLADE
FR1
306DM
307DM
WIPER ARM WINDSHIELD
ADJUSTMENT BOLT
THERMAL
PROTECTION
LOW SPEED
OFF SLOW M
101PP
(202PP)
28VDC FAST FAST SPEED
BUS2
4DB1(2)
6DB2
MOTOR CONVERTER 5DB1(2) CTL SW

WIPER F/O
6DB1(2) MOTOR CONVERTER
WIPER F/O
Figure 21 Wiper Motor Converter & Adjustment

FRA US/T-5 PoL Mar 11, 2010 20|Wiper Desc|L3 Page 39
30−45
RAIN REPELLENT GENERAL DESCRIPTION

Rain Repellent The purge system is provided to eliminate the fluid remaining between the
The rain repellent fluid used is packaged in a nitrogen pressurized can. check valve and the nozzle after each application of the fluid. The hot air
manifold of the air conditioning system supplies the purge air at a pressure of 4
The nitrogen pressurizes the lines of the rain repellent system.
plus or minus 1 PSID with reference to the cabin pressure.
The can is directly fitted to the rain−repellent fluid gage, thus enabling the
The assembly comprising the check valves and the rain−repellent blowout
sealing valve of the can to open.
reservoir:
The components given below are located on the side of the rain−repellent fluid
S enables air to flow permanently to the spray nozzles when the rain−repellent
gage:
system does not operate,
S a pressure gage indicating the pressure in the system and thereby the
S shuts off the air supply lines during spraying of the rain−repellent fluid.
remaining fluid,
The system is inhibited on the ground (connection to the EIU (Engine Interface
S a purge pushbutton used to purge the lines when the can is replaced.
Unit).
Lines release the fluid to each of the two spray systems which operate
independently. Ground checks
A fluid spray system is provided for each windshield. Check reading on the pressure gage fitted to the fluid gage assembly.
It incorporates the components given below: If the pointer appears in the yellow band identified REPLACE, approximately
S a solenoid valve (time controlled), ten applications of fluid are left in the can before need of can replacement.
S a control pushbutton switch, When replacing the can, purge the system lines using the purge pushbutton
located on the fluid gage assembly
S a spray nozzle.
Do not operate the system in dry weather conditions. In the event of
A CAPT(FO) RAIN RPLNT pushbutton switch, located in the cockpit, serves to
inadvertent application on dry surfaces, wash at the earliest opportunity.
control the system.
Avoid projections of fluid onto the mucous membranes.
Upon actuation of the pushbutton switch, the time−controlled solenoid valve of
the associated system enables fluid release to the spray nozzles for a limited Utilization in flight
period.
The rain−repellent system is used in heavy rain, more precisely when the
To initiate a new cycle, it is necessary to release then to push again the control wipers are not sufficient at high aircraft speed.
pushbutton switch.
One or two applications of the fluid are generally sufficient for one takeoff or
Each solenoid valve is installed as near as possible to its associated spray approach and landing sequence; however, the number of applications is
nozzle to limit: unrestricted so as to improve visibility, regardless of the fluid amount used.
S the response time of the system,
NOTE: Never spray fluid on a dry windshield. in the event of inadvertent
S loss of fluid between the valve and the nozzle, application, do not operate the wipers before the rain wets the
S the risks of internal clogging due to the evaporation of the residual fluid. windshield.
Each spray nozzle protrudes from the skin panel of the aircraft and
incorporates four directional orifices with calibrated diameters.
The two nozzles are arranged symmetrically and are not interchangeable;
precise angular positioning is required.
FRA US/T-5 PoL Mar 11, 2010 21|Replnt Sys|L1 Page 40

30−45
BLOW OUT
RESERVOIR
Figure 22 Rain Repellent System

FRA US/T-5 PoL Mar 11, 2010 21|Replnt Sys|L1 Page 41
30−45
RAIN REPELLENT SYSTEM-COMPONENT DESCRIPTION

Rain repellent fluid can Rain repellent blowout reservoir
The pressurized can is attached to the aft−left wall of the cockpit. During application of the fluid onto the windshield, the reservoir provides an
The can contains 475 cubic centimeters of usable rain−repellent fluid. increase in transient air pressure which serves to purge the lines of the system
after each application of the fluid.
The system is pressurized with nitrogen; the nitrogen pressure in the can when
full is 5.8 +0.7 −0.4 bar (84.1218 +10.1526 −5.8015 psi). It constitutes a decantation reservoir:
A valve held closed under the load of internal pressure seals the can. A thin pin S for the rain repellent fluid in the event of possible leakage of valves,
is provided for displacement of the valve. S for water which could remain in the air bled from the air conditioning system
and freeze on the nozzle orifices.
Rain repellent fluid gage assembly
The reservoir can serve as a test connector to check for absence of clogging of
The gage assembly forms the can receptacle. The can is mounted on the the nozzles, using an appropriate pressurization tool connected to the test
receptacle, valve downwards. valve of the reservoir.
The receptacle includes the pin provided for unseating of the sealing valve of
the can. Purge check valves
A pressure gage indicates the pressure in the can and thereby the quantity of Each valve is designed to prevent fluid to flow to the rain−repellent blowout
fluid in the can: reservoir and to the air conditioning system.
S green band: the pressure is sufficient, Test check valve
S yellow band: the pressure is low; the can must be replaced. Each valve is designed to prevent fluid to flow to the rain−repellent blowout
The fluid gage incorporates a 80 cubic centimeters transparent chamber from reservoir and to prevent fluid to flow to the air conditioning system.
which the fluid level is visible. When the can is completely empty, the remaining The check valve is mainly provided to isolate the system located upstream
nitrogen pressure and the fluid remaining in the gage are still sufficient for (towards the air conditioning system) when the check of the nozzles is
several flights before replacement of the can. performed using a special pressurization tool which is connected to the
A purge pushbutton located on the can serves to purge the lines of the system rain−repellent blowout reservoir.
when the can is replaced
Solenoid valve
Upon energization, the valve controls the flow of rain repellent fluid released to
the nozzles by means of an incorporated electronic timing device.
The timing device, adjustable between 0.1 and 1.0 second, is set at 0.4 second
(Lufthansa).
The solenoid valve is normally closed and is supplied with 28VDC nominal.
Spray nozzle
A single nozzle serves to spray the rain repellent fluid on the corresponding
windshield.
The nozzle has four orifices of small diameter
FRA US/O-7 KnB Feb 14, 2013 22|RPLNT Comp|L3 Page 42

30−45
FR13
RAIN REPELLENT
BOTTLE
B
PRESSURE
A GAGE PURGE P/B
TRANSPARENT
FLUID BOWL
TIME-CONTROLLED
SPRAY NOZZLE
SOLENOID VALVE
PURGE PURGE
ON ON
RAIN GROUND
CHECK VALVE CHECK VALVE GROUND
REPELLENT ENG1 BLOW-OUT FROM ENG1
FLUID CAN AND 2 CABIN AND 2
RESERVOIR
SHUT HOT AIR SHUT
DOWN CHECK VALVE SUPPLY DOWN
PRESSURE GAGE
SPRAY NOZZLE PURGE

PUSH BUTTON
RAIN RPLNT
OUTSIDE GAGE ASSY (21VU) (22VU)
AIRCRAFT
SPRAY NOZZLE 2DB1 (2) P/BSW

101PP RAIN RPLNT CAPT
MOUNTING
CHECK VALVE (202PP)
BLOCK 28VDC 1DB1 (2)
BUS2
PURGE LINE
1 1 SOLENOID
PULSE EMERGIZED
RAIN RPLNT VALVE INHIBITION GENERATOR =VALVE
SOLENOID OPENED
VALVE EIU 1
10KS1 10KS2 3DB1 (2) SOL VALVE RAIN RPLNT F/O
SUPPLY ELECTRICAL CONNECTOR EIU 2

NOZZLE
ENERGIZED IN CASE OF
ENG2 OIL LOW PRESS
AND GROUND (EIU)
Figure 23 Rain Repellent Components

FRA US/O-7 KnB Feb 14, 2013 22|RPLNT Comp|L3 Page 43
ICE DETECTION
30−81
30−81 ICE DETECTION

GENERAL DESCRIPTION
VISUAL ICE INDICATOR ELECTRONIC ICE DETECTION SYSTEM (OPTIONAL)
A visual ice indicator is installed in the central retainer of the windshield. The ice detection system has two separate ice detector probes on the forward
It can be illuminated to check for icing conditions at night or in dark conditions. lower section of the fuselage.
The ice indicator has a titanium part with openings, a transparent cover and a The probes detect ice build−up. They also indicate, through the MEMO display,
LED (Light Emitting Diode). that icing conditions have disappeared.
The indicator light LED is supplied with 28 VDC and controlled by the ICE The system logic generates ECAM messages according to ice detector signals
INDicator & STandBY COMPASS switch. and the flight crews selection of engine or wing anti−icing systems.
It also indicates the end of the icing conditions.
This system is inhibited on ground.
The ice detection system does not control the ENG or WING anti−icing
systems.
The purpose of the advisory ice detection system is to enable:
S better detection of icing conditions,
S cutting off of the anti ice system when the latter is no longer necessary (fuel
saving).
FRA US/T-5 PoL Mar 11, 2010 23|Ice Det|L1 Page 44

ICE DETECTION
30−81
Figure 24 Ice Detectors

FRA US/T-5 PoL Mar 11, 2010 23|Ice Det|L1 Page 45
ICE DETECTION
30−81
SYSTEM PRESENTATION
GENERAL
System Description
A lighted icing indicator is installed in lieu of one windshield center panel
retainer bolt. It is visible by both pilots. Its illumination is controlled by a switch
(INT LT/ICE IND & STBY COMPASS) located on the panel 25VU.
The indicator body and the end of the indicator is made of titanium.
The end of the indicator is made of titanium, with openings for lighting.
The ice detection system comprises:
S one ICE IND & STBY COMPASS switch located on the INT LT section of
the panel 25VU,
S a lighted icing indicator located on the center panel retainer between the two
windshield panels.
The icing indicator Lighting is supplied with 28 VDC.
NOTE: The integration of a light source in the ice detector is optional.
FRA US/T-5 PoL Mar 11, 2010 24|Visual ID|L2 Page 46

ICE DETECTION
30−81
Figure 25 Visual Ice Detector

FRA US/T-5 PoL Mar 11, 2010 24|Visual ID|L2 Page 47
ICE DETECTION
30−81
ELECTRICAL ICE DETECTOR (OPTION) SYSTEM DESCRIPTION

SENSING ELEMENT
FUNCTION
The purpose of the dual advisory ice detection system is to supply:
S a better detection of icing conditions, .
S fuel saving by cutting off the hot air bleed for the anti−ice systems when the
latter are no longer necessary.
The dual advisory ice detection system is made of two ice detectors installed
on the aircraft skin and directly connected to the FWC (Flight Warning
Computer) to send warning messages to the crew on the EWD. CONTROLLER
SPARE
DETECTION PROBE SPARE
Two levels of detection are given: OSCILLATOR
(MSO) SPARE
S ”ICE DETECTED” corresponding to an elementary detection,
5V 15V AC RETURN
S ”SEVERE ICE DETECTED” corresponding to 7 successive elementary
detections. HEATER 103XP
CONTROL (202XP)
115VAC
The ice detection system is operating at electrical power−up. It sends warning 4DD1(2)
5V DC
messages when the aircraft is in flight, depending on the altitude and when 5V RESET 15V
MICRO POWER
TAT (Total Air Temperature) is below 8C (46.4F), even with one ice detector CIRCUIT
SUPPLY
faulty. COM-
PUTER WATCHDOG
TIMER SIGNAL, RETURN
MESSAGES
FAULT CFDIU/
The ice detectors generate three different discrete signals: FAULT
OUTPUT SDAC
S ”ICE DETECTED” signal when engine air intake anti−ice is necessary, ICE
S ”SEVERE ICE DETECTED” signal when wing anti−ice is necessary, SIGNAL
FWC
S ”ICE DETECT FAULT” signal when the two ice detectors are faulty. SEVERITY
SIGNAL
MONITORING
START TEST
Each ice detector is installed with a BITE function for continuous monitoring. TEST
CFDIU
The ”FAULT” signals are also sent to the SDAC (System Data Acquisition
Concentrator) and to the CFDIU (Centralized Fault Display Interface Unit). RESET RESET
WING ANTI
ICE SYSTEM
SIGNAL RELAYS
5(6)DL
DATA
SERIAL T.P.
CASE
DATA
OUTPUT
Figure 26 Electronic Ice Detector Internal Circuits
FRA US/T-5 PoL Mar 11, 2010 25|Electronic ID|L2 Page 48

ICE DETECTION
30−81
ANTI ICE ICE DETECTED

FWC
SEVERE ICE DETECTED
ANTI ICE DETECT FAULT

VIA
SDAC
Figure 27 Electronic Ice Detection

FRA US/T-5 PoL Mar 11, 2010 25|Electronic ID|L2 Page 49
ICE DETECTION
30−81
ICE DETECTION SYSTEM CAUTION MESSAGES SYSTEM OPERATION

ICE DETECTOR INDICATING
Each ice detector generates three signals:
S ICE DETECTED
The ice detector sends the ICE signal when a thickness of 0.5 mm of ice is
accreted on its sensing element. This signal is maintained for 60 seconds. If
new ice detections occur within 60 seconds, the ICE signal is maintained for 60
seconds after the last detection.
If ice is detected by at least one ice detector and the engine anti ice P/B
switches are off, an aural warning sounds, the master caution light comes on
and the failure is shown amber on the E/WD (Engine / Warning Display).
SEVERE ICE DETECTED
The ice detector generates the SEVERITY signal when a number of 7
elementary ice detections is reached.
The threshold for the SEVERITY signal corresponds to approximately 5 mm of
ice accreted on the most critical protected surface of the wings (wing tips).
The SEVERITY signal is reset and its processing is inhibited as long as the ice
detectors receive an input indicating that the wing anti ice is supplied from the
aircraft.
If severe ice is detected by at least one ice detector and the wing anti ice P/B is
off, an aural warning sounds, the master caution light comes on and the failure
is shown amber on the E/WD.
ICE DETECT FAULT
The ice detector has an internal monitoring to get an appropriate failure rate. A
FAULT signal is sent when a fault is detected. In this case, the ICE and
SEVERITY signals are inhibited.
If both ice detectors are faulty, an aural warning sounds, the master caution
light comes on and the failure is shown amber on the E/WD.
The ENG A.ICE and/or WING A.ICE is/are pulsing on the memo part of the
E/WD if no ice is detected for more than 130 seconds.
FRA US/T-5 PoL Mar 11, 2010 26|ID Warnings|L3 Page 50

ICE DETECTION
30−81
LAST ENG SHUT ON

1500 Ft
2ND ENG T.O PWR
800 Ft
1ST ENG STARTED
TOUCH DOWN
5MM AFTER
ELEC PWR
LIFT OFF
80 Kts
80 Kts
1 2 3 4 5 6 7 8 9 10
FLIGHT
PHASE
INHIBIT
ANTI ICE ICE DETECTED

IN FLIGHT > 1500FT AND TAT < 8°C, ICE DETECTED BY AT
LEAST ONE DETECTOR AND ENG ANTI ICE P/BSW OFF
SEVERE ICE DETECTED MASTER

IN FLIGHT > 1500FT AND TAT < 8°C, HEAVY ICE SC NIL NIL 3, 4, 5,
DETECTED BY AT LEAST ONE DETECTOR AND CAUT 7, 8
WING ANTI ICE P/BSW OFF
ANTI ICE DETECT FAULT

ICE DETECTOR 1 AND 2 FAULT
NOTE: THERE IS NO DEDICATED MESSAGE IN CASE OF A WHC FAULT!
Figure 28 Ice Detetcion ECAM Messages

FRA US/T-5 PoL Mar 11, 2010 26|ID Warnings|L3 Page 51
GENERAL
30−30/40/80
System BITE
All 3 PHCs, both WHCs and the ice detectors (if installed) are connected
directly to the CFDIU (Centralized Fault Display Interface Unit).
Each system menu is available through the MCDU.
BITE Types
The System BITEs of the Ice Protection system are as follows:
S Type 2
− Probe Heat Computer
− Window Heat Computer
S Type 3
− Electronic Ice Detector (if installed)
PHC BITE
The PHC performs a test initiated either by power up or by the CFDS.
The purpose of the test is to check:
S Internal circuits:
− CPU RAM,
− EPROM,
− acquisition of discrete inputs,
− discrete outputs (ADIRS must be on),
− power outputs for CFDS test only.
S External circuits:
− integrity of probe heaters (CFDS test only).
WHC BITE
A signal from the CFDIU permits to check the correct operation of the system
and of the related safety features.
The ground/flight transition deletes the memory.
Electrical Ice Detector BITE
The ice detector incorporates a built−in test feature with remote Initiated Test
capability and provides a discrete output signal for remote display of an ice
detector failure. In addition to the Initiated Test, the built−in test continuously
monitors the internal components and functions for failure conditions during
normal operation.
FRA US/T-5 PoL Mar 11, 2010 27|BITE|L1 Page 52

GENERAL
30−30/40/80
TEST
TEST
TEST
FAULT
Figure 29 Maintenance/Test Facilities

FRA US/T-5 PoL Mar 11, 2010 27|BITE|L1 Page 53
A318−21 30 B12
TABLE OF CONTENTS
ATA 30 ICE AND RAIN PROTECTION . . . . . . . . 1
ICE AND RAIN PROTECTION SYSTEMS GENERAL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
31−31 PROBE ICE PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . 4
PROBE ICE PROTECTION SYSTEM INTRODUCTION 4
PROBE ICE PROTECTION DESCRIPTION . . . . . . . . . . 6
PROBE ICE PROTECTION ARCHITECTURE . . . . . . . . 8
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 10
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 12
CONTROLS-FUNCTIONAL OPERATION . . . . . . . . . . . . 16
SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
SYSTEM WARNINGS OPERATION . . . . . . . . . . . . . . . . . 20
30−42 WINDSHIELD ANTI-ICING AND DEFOGGING . . . . . . . 22
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 22
CONTROL AND INDICATION . . . . . . . . . . . . . . . . . . . . . . 24
WINDSHIELD FUNCTIONAL OPERATION . . . . . . . . . . . 26
WINDSHIELD/WINDOWS HEATING TROUBLESHOOTING . . . .
30
COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . 32
30−45 WINDSHIELD RAIN PROTECTION . . . . . . . . . . . . . . . . . 34
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
WIPER SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . 36
WIPER SYSTEM-COMPONENT DESCRIPTION . . . . . 38
RAIN REPELLENT GENERAL DESCRIPTION . . . . . . . 40
RAIN REPELLENT SYSTEM-COMPONENT DESCRIPTION . . . .
42
30−81 ICE DETECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 44
SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . 46
ELECTRICAL ICE DETECTOR (OPTION) SYSTEM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
ICE DETECTION SYSTEM CAUTION MESSAGES SYSTEM
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Page i
A318−21 30 B12
TABLE OF CONTENTS
Page ii
A318−21 30 B12
TABLE OF FIGURES
Figure 1 System Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Figure 2 Probe Ice Protection Introduction . . . . . . . . . . . . . . . . . . . . . . . . 5
Figure 3 Probe Ice Protection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Figure 4 Probe Heat Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 5 PHC - System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 6 Pitot Tube, Static Probe and AOA Sensor . . . . . . . . . . . . . . . . . 13
Figure 7 TAT Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Figure 8 Operation/Control and Indicating . . . . . . . . . . . . . . . . . . . . . . . . . 17
Figure 9 Operation/Control and Indicating . . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 10 Probe Heating ECAM Messages . . . . . . . . . . . . . . . . . . . . . . . . 21
Figure 11 Cockpit Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Figure 12 Window Anti-Icing and Defogging Introduction . . . . . . . . . . . . 23
Figure 13 Controls and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 14 WHC Detailed System Schematic . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 15 Window Heat Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Figure 16 Window Heating ECAM Messages . . . . . . . . . . . . . . . . . . . . . . 31
Figure 17 Ice & Rain Protection System Controls . . . . . . . . . . . . . . . . . . 32
Figure 18 WHC & PHC Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Figure 19 Wiper and Rain Repellent System . . . . . . . . . . . . . . . . . . . . . . 35
Figure 20 Wiper System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 21 Wiper Motor Converter & Adjustment . . . . . . . . . . . . . . . . . . . . 39
Figure 22 Rain Repellent System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Figure 23 Rain Repellent Components . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Figure 24 Ice Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Figure 25 Visual Ice Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Figure 26 Electronic Ice Detector Internal Circuits . . . . . . . . . . . . . . . . . . 48
Figure 27 Electronic Ice Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Figure 28 Ice Detetcion ECAM Messages . . . . . . . . . . . . . . . . . . . . . . . . . 51
Figure 29 Maintenance/Test Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Page i
A318−21 30 B12
TABLE OF FIGURES
Page ii
A318−21 30 B12
TABLE OF FIGURES
Page iii
A318−21 30 B12
TABLE OF FIGURES
Page iv

A318/A319/A320/A321 Airbus: Ice and Rain Protection 30

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Ice and Rain Protection

30−30 Probe Ice Protection

For training purposes and internal use only.

Lufthansa Technical Training

Tel: +49 (0)40 5070 2520

ATA 30 ICE AND RAIN PROTECTION

FRA US/T-5 PoL Mar 11, 2010 01|ATA_DOC Page 1

ICE AND RAIN PROTECTION SYSTEMS GENERAL DESCRIPTION

FRA US/O-7 KnB Feb 14, 2013 02|INTRO|L1 Page 2

Figure 1 System Introduction

31−31 PROBE ICE PROTECTION

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Figure 2 Probe Ice Protection Introduction

PROBE ICE PROTECTION DESCRIPTION

Probe Heat Computer (PHC)

FRA US/O-7 KnB Feb 14, 2013 04|PIP DESCR|L1 Page 6

Figure 3 Probe Ice Protection System

PROBE ICE PROTECTION ARCHITECTURE

PHC (Probe Heat Computer)

The ice protection system of the probes is associated with:

FRA US/T-5 PoL Mar 11, 2010 05|PIP General|L2 Page 8

Figure 4 Probe Heat Computer

S 1 for the ON control,

ENG1 NOT RUNNING

ENG2 NOT RUNNING

Figure 5 PHC - System Description

FRA US/O-7 KnB Feb 14, 2013 07|Pitot/AOA/Static|L3 Page 12

PITOT TUBE AOA SENSOR

Figure 6 Pitot Tube, Static Probe and AOA Sensor

FRA US/T-5 PoL Mar 11, 2010 08|TAT|L3 Page 14

SENSING ELEMENT RESISTANCE OHMS

Figure 7 TAT Sensor

FRA US/O-7 KnB Feb 14, 2014 09|CTRLS|L3 Page 16

28V DC STATIC SUPPLY

115V AC AOA SUPPLY

115V AC TAT SUPPLY

Figure 8 Operation/Control and Indicating

S For pitot probe,

FRA US/T-5 PoL Mar 11, 2010 10|SYS OPS|L3 Page 18

Figure 9 Operation/Control and Indicating

SYSTEM WARNINGS OPERATION

S CAPT + STBY PITOT,

ALL PITOT PROBES FAILURE

FRA US/T-5 PoL Mar 11, 2010 11|PIP WARN|L3 Page 20

LAST ENG SHUT ON

ANTI ICE CAPT (F/O) (STBY) PROBES

ANTI ICE CAPT + F/O PITOT

Figure 10 Probe Heating ECAM Messages

30−42 WINDSHIELD ANTI-ICING AND DEFOGGING

Figure 11 Cockpit Windows

FRA US/T-5 PoL Mar 11, 2010 12|Windows Intro|L1 Page 22

Figure 12 Window Anti-Icing and Defogging Introduction

CONTROL AND INDICATION

S The WHC also incorporates protections against overvoltages due to

Figure 13 Controls and Indication

WINDSHIELD FUNCTIONAL OPERATION

Extreme Temperature Detection

S automatic cut off of the heating of the defective window.

FRA US/T-5 PoL Mar 11, 2010 14|WINAI System|L3 Page 26

Figure 14 WHC Detailed System Schematic

WINDOW HEAT COMPUTER (WHC)

FRA US/T-5 PoL Mar 11, 2010 15|WHC|L3 Page 28